2014 ford fiesta Reviews and News

LOS ANGELES, CALIFORNIA – Right as we're about to shift into third gear after accelerating away from the stoplight, the engine gets kind of vocal and there's a bit of urgency in the powertrain, and we're thinking that this engine is something of a growler, which is neat. And then we also notice that there's no traffic on either side of this 2014 Ford Fiesta SFE, and it comes to us that this car is kind of quick, too.

We're not talking about seeing the red shift as the SFE achieves light speed, but still this 2014 Fiesta is getting after it in a way that's unexpected from the small, fuel-efficient transportation pods usually found down here in the cheap end of the price spectrum. This 1.0-liter engine not only delivers 8 hp more than you get from the Honda Fit, but also gets 12 mpg more than the Fit on the EPA Highway cycle.

Not bad from a turbocharged 1.0-liter engine with just three cylinders. That's right, three is the magic number in engine design at the moment, and it certainly brings some magic to the usefully revised 2014 Ford Fiesta, which finally feels more like what we hoped it would be from the start.

Revenge of the Killer Bs

A handful of years ago when fuel prices went up and the economy went down, small B-class cars began to come to the U.S. Little transportation pods aren't supposed to suit Americans, but the success of the Honda Fit soon proved otherwise. Simplicity and utility are always appealing, and more than the 66,000 Ford Fiestas that will be sold during 2013 prove it.

For all this, the cars in this category haven't been great to drive. Sure, there's a class for B-size sub-compact cars in U.S. road racing, plus the FIA World Rally Championship largely features such cars from various manufacturers (including Ford), yet the Fiesta has always seemed unhappy on the road, especially since it bobs around like a cork in a pail of water.

Without fanfare, the 2014 Ford Fiesta has been upgraded, and you see it in the new high-style grille and a new face for the dashboard, plus available leather-trimmed seats and a leather-trimmed steering wheel. And yet the most important addition to the car is the optional ($995) 1.0-liter EcoBoost engine, a turbocharged three-cylinder that brings the 2014 Fiesta alive even as it makes this SFE model as thrifty to drive as a hybrid or a diesel. Plus, it's got three cylinders!

Formula 1-style cleverness in a three-cylinder package

Now that the transmission is the key to both performance and fuel economy in so many cars, we can't remember the last time we made a fuss about an engine. Yet this three-cylinder turbo is really clever, and even Ford boasts that this is the trickest engine it makes. The 999cc inline-3 makes 123 hp @ 6000 rpm, not to mention 125 lb-ft of torque @ 2500 rpm rpm. When the Fiesta SFE is equipped with its five-speed manual transmission, the result is an EPA-rated 32 mpg City/45 mpg Highway and 37 mpg Combined.

When the Ford engineers tried to shrink down the displacement of a conventional four-cylinder engine, they discovered that the shape of the cylinders compromised the power (and cleanliness) of the bang that the direct injection helped delivered. As it turns out, the three-cylinder configuration not only makes a bigger bang but also the exhaust scavenging from the combustion chamber is better, which improves both the efficiency of the variable valve timing (featured on both the intake and exhaust side) and the ability of the tiny, 1.5-inch impeller of the turbocharger to spool quickly up to its maximum speed of 248,000 rpm.

You'll find clever stuff everywhere you look within this German-built engine. The cylinder head is high-density aluminum to reduce weight and the block is iron to withstand pressure, control vibration and noise, and reduce size. The twelve valves in the cylinder head are filled with sodium to keep them cool, while a trick water and oil system in the block promotes quick warm up even as it reduces frictional power losses. Low-friction detailing is everywhere, and even the alternator is smart enough to disengage while you're accelerating. To quell vibration from this long-stroke, three-cylinder configuration, the flywheel and crank pulley are purposely unbalanced to compensate, so power-sapping balance shafts aren't required. A quiet, rubber timing belt runs in an oil bath, so it's good for 150,000 miles of life. And finally, the 1.0-liter EcoBoost weighs less than 215 pounds.

If you were one of those engine nerds -- who are like fireworks enthusiasts with really, really good pocket calculators -- you'd be feeling all excited and sweaty by now.

Flat-out and no one has to know

We could tell you that we're impressed by this small engine's clean-burning fuel efficiency, but we would be lying. The best thing about the 1.0-liter EcoBoost in the 2014 Fiesta SFE is the power it makes, plus the way it makes it.

When you drive lazily, the littlest EcoBoost picks you up with plenty of thrust at low rpm because you have a turbocharger calibrated for peak performance at low rpm (90 percent of peak torque is available from 1,350 rpm to 5,375 rpm), plus variable valve timing. At mid-range rpm, the direct injection makes possible a relatively high compression ratio of 10.5:1 to foster crisp acceleration, and some 148 lb-ft of torque is available for a few moments under overboost conditions in throttle transitions. Meanwhile, the six-hole fuel injectors help fill in any slumps in the power curve thanks to trick programming. Most important, the engine revs out cleanly to redline, so you have excitement under your throttle foot all across the face of the tachometer, even with a plain old five-speed transmission.

As a result, you have here in the 1.0-liter EcoBoost an engine that's more drivable than its competitors (including Ford's own 1.6-liter four-cylinder), gets better fuel economy (5 mpg more on the highway compared to the Ford 1.6), and is more fun. You can drive the 2014 Ford Fiesta SFE as if you were one of those Finnish racers who end up upside down in a ditch most of the time, and no one in the traffic around you has to know. The chassis still bobs around more than we like, but now that the Fiesta ST is on the market, we know where to find the parts to fix that.

Cheap and cheerful, and we mean that in a good way

Altogether the 2014 Ford Fiesta SFE is a cheap and cheerful car, only now the cheerfulness is more noticeable than the cheapness. In fact, the 2014 Fiesta doesn't have to be cheap, as this Mexico-built car comes in three trim grades and some ten exterior colors (plus ambient interior lighting in seven colors!). More important, details like SYNC with a MYFord Touch-operated electronic interface with a 6.5-inch screen show you that you don't have to stretch your pocketbook around a Ford Focus in order to be comfortable with fuel efficiency.

The 2014 Ford Fiesta SFE sedan starts at a price of $17,240, while the price goes up to $17,280 for the 2014 Ford Fiesta SFE hatchback (the destination and delivery charge is $795). Sadly the MyFord Touch electronic interface with navigation isn't available in the SFE model.

We like B-class cars because they typically offer more dramatic design and more interesting technology than larger cars. Even so, the driving experience of cars like the Fiat 500, Honda Fit and Mazda 2 doesn't always match the elegance of the design solution. Until now, the Chevrolet Sonic has been our class favorite for fast driving. But with the 2014 Ford Fiesta SFE, we finally have the European-style small car that we've wanted all along.

For 2014, the big news for Ford’s smallest car is the arrival of the hot-hatch Fiesta ST and of the optional 1.0-liter 3-cylinder EcoBoost engine. Both of those variants will come only with a manual transmission, however, and will play to a relatively small portion of Fiesta buyers. The bulk of Fiesta buyers will choose one of the standard trim levels -- S, SE, SE with appearance package, and Titanium -- all of which continue to use the normally aspirated 1.6-liter four. Even though that engine is carry-over, there is some news on those models for 2014.

Smoothing the Powershift
The 1.6-liter is again paired with a five-speed manual or a six-speed Powershift dual-clutch automatic. Ford engineers concentrated their efforts on the automatic, which, particularly in stop-and-go driving, could be noisy, jerky, and indecisive. In our mostly low- and moderate-speed drive through some of the coastal towns in central New Jersey, the Powershift exhibited none of that bad behavior, and only the occasional gear noise. The transmission also has a new Sport mode that will hold gears longer before upshifting, and for the first time there’s a provision for manual gear selection -- unfortunately, it’s an awkwardly placed little plus-minus toggle switch on the gear lever and the transmission must be in S before it can be used.

As before, the 120-hp four is no powerhouse, although at least it sounds pretty good as you attempt to wring out its 112 pound-feet of torque. This engine is all about fuel economy, which is all-important in this class. Expect Ford to shout the number 41 mpg from the rooftops -- that’s the highway rating for the Fiesta with the optional ($95) SFE package. The city rating is 30 mpg; both are 1 mpg higher than last year. The SFE package, by the way, consists of aerodynamic bits (and underbody tray and a trunk lid spoiler for the sedan), full-face wheel covers, and higher recommended tire pressure (but the same tires). Without the package, the EPA figures are 29/39 mpg (city/highway) with the automatic, and 27/38 mpg for the manual -- the manual figures actually slipped a bit versus 2013. The most economical Fiesta, however, will arrive later this year in the form of the 1.0-liter three-cylinder, which is expected to beat even the SFE.

Facing up
Style-wise, the 2014 Fiesta doesn’t so much get a facelift as it gets a face graft, with a completely reshaped front end that incorporates the “Aston Martin” hex-shaped grille introduced with the new Ford Fusion and that is now spreading throughout the lineup. It’s flanked by new headlights, and looks every bit as good here as it does elsewhere.

Roughly half of Fiesta buyers choose the sedan, and they will notice that the rear of the car has been restyled for a more grown-up, less dorky look. We still prefer the funky, four-door hatchback body style, because of its smaller footprint and greater cargo-carrying versatility. For true cargo-carrying versatility, however, the Fiesta still trails the more box-shaped Honda Fit with its contortionist folding rear seat. And neither Fiesta offers a back seat that adults will really want to spend time in. For that, you need a Nissan Versa.

Touch me
Small though it is, the Fiesta interior has been upgraded for 2014. MyFord Touch comes to the Fiesta, in the top two trim levels. Both get a junior version of the system, with a 6.5-inch screen rather than the 8-inch screen used elsewhere. The smaller screen means even smaller touch points than those in the regular MFT. Still, you might want the system because the lower-spec cars continue with the cell-phone-style mass of buttons that we have previously criticized in the Fiesta (and the Focus). MFT also brings with it the option of navigation and a backup camera; both are rare in this class, as is leather upholstery, which you get in the Titanium.

Ford marketers may want to talk about fuel economy, but the watchword for the Fiesta continues to be pizzazz, more so than practicality. And that’s not bad positioning in the often-glum subcompact segment.

As host of the Cannes Film Festival, this city on France's Cote d'Azur is attuned to the pecking orders of stars. Ford, for its part, seemed to nail the lead role in hot hatches with last year's Focus ST, leaving little room for an understudy. But the Fiesta ST, when it premieres in America this August, will test the opening power of an action hatch on a smaller scale and budget.

After partying with the 197-hp Fiesta in the cinematic Alps above Cannes and Nice, the prevailing gossip may blow away Americans who assume the more powerful car is always better: It's the little Fiesta that proves the more, um, focused, fun-to-drive machine. Considering that the Focus ST rivals the VW GTI as the compact hatchback king, that's no idle flattery.

We had the advantage of back-to-back drives over three days in these Sports Technologies upgrades of the Fiesta and the Focus, something not afforded to any other journalists at this international launch. And the Fiesta instantly flaunted an edge in agility and sensation that's impossible to fake.

It helps to toss out nearly 500 pounds of performance-sapping ballast -- the vast spread between the 2754-pound Fiesta and the 3223-pound Focus. (That's for the four-door Fiesta that's exclusive to America. Europe's two-door version weighs about 130 fewer pounds.)

The door count, happily, is the only sop to marketing in U.S. showrooms: Euro and American Fiesta STs are blessedly identical in all key respects, including their stiffened spring and damper rates and 17-inch wheels and tires. Ford cites 19 more horses for the Yankee version, but only because it counts turbo overboost from the 1.6-liter Ecoboost engine. Available for 20 seconds at a throttle pop, at a max pressure of 1.45 bar (21 psi), that overboost is essentially the engine's full-time power anyway.

The ST toughens up the standard Fiesta with the signature, glowering grille of the Focus ST; a meaner chin spoiler and awning-sized roof spoiler; a sport steering wheel; alloy pedals; carbon-fiber dash trim; illuminated door sills; and available extra-chunky Recaro seats. Unique colors include a winning Molten Orange. A rear fascia blackened to look like a diffuser is one objectionable bit of fakery.

The car hunkers 0.6 inch lower. New steering knuckles goose the steering ratio to 13.7:1, which is five percent quicker than the standard Fiesta. Rear disc brakes step in for workaday drums. Front brakes get larger 10.9-inch discs and there are higher-performing pads all around and an enlarged tandem brake master cylinder.

The twist-beam rear axle is 75 percent stiffer. A six-speed manual transmission -- with a shorter throw than the Focus ST -- is take-it-or-leave-it. The Fiesta also adopts the Focus's brake-based Torque Vectoring Control, an electronic limited slip differential, and Sound Symposer. The latter plucks useful frequencies from the intake manifold and sends them through a firewall port into the cabin.

With 214 lb-ft of torque -- 7 more than the mighty-yet-pricey Mini JCW -- the ST feels wound-up, eager, and flexible. The raspy demon hustled up roller-coaster-steep hairpins -- that would have forced many subcompacts to grab first -- in second gear. Ford says the Fiesta tops out at 138 mph and takes 6.9 seconds to scoot from 0 to 100 kph (62 mph). That acceleration figure seems conservative. But, yes, the Focus ST is at least half a second quicker to 60 mph.

Straight lines were laughably irrelevant along the famous Route Napoleon. The gut-clenching route, including arched tunnels bored through cliff sides, has been featured in Bond films and car ads. Here, the Fiesta dug in and charged with the daring and nimbleness of a mountaineer. The Focus traveled at least as fast, but it felt somewhat less willing to sling through corners and meld with its pilot.

Tyrone Johnson, engineering manager for Europe's Team RS, goes way back at Ford, having toiled on the first SVT Cobra in '91 before leading tech for Ford's F1 and World Rally programs. Surprisingly perhaps, Johnson and other Ford honchos admit a preference for the little underdog.

"We certainly like what we did with the Focus," Johnson says. "But with the Fiesta, we went a little further."

The Fiesta has benefited from ongoing learning, including the equivalent of 100 laps on the Nürburgring Nordschleife. Compared with the Focus, Ford baked in more roll stabilization decoupling, a fancy way of saying that the Fiesta transfers more weight to its rear under cornering. In tandem with torque vectoring, the weight transfer helps the Fiesta resist understeer and pivot like a pro. A three-mode stability system includes a Sport setting, with torque vectoring operable even with ESC shut off.

Rolling through Grasse, the center of the world's perfume industry, the Fiesta did reveal a whiff of head toss, creating suspicion over how smoothly it will manage the meaner streets of Detroit or New York. The Fiesta's clutch feels lighter than its big brother's, although take-up can be abrupt in first gear. There's also less torque steer than in the 254-hp Focus.

In action-movie terms, the Focus ST is Jason Statham, a compact gorilla. The Fiesta is Jackie Chan -- slender and seemingly friendlier, but with more lethal moves and technique. Or, consider the Fiesta a Mini for people with a life, with a genuinely useful back seat and cargo space.
The $22,195 base price feels eminently fair. For certain power- and space-conscious Americans, however, the Focus ST will seem well worth its $2300 premium.

Ford's hot co-stars raise an interesting choice. Will it be the Focus ST, with more style, power, space, and features? Or the more spritely, still-quick Fiesta, a choice that keeps a few grand in your rocketing pocket? Fortunately, there's no wrong answer.

New For 2014

A major facelift gives the 2014 Ford Fiesta a wide, gaping chrome grille similar to the Fusion’s. All of the interior materials have been upgraded, and upscale features like MyFord Touch and automatic climate control are now available. A revision to the optional Super Fuel Economy package allows Fiestas to hit 41 mpg on the highway, and later this year an even more efficient 1.0-liter engine will debut. The PowerShift dual-clutch automatic transmission has been revised to operate more smoothly and now has a Sport mode and a toggle switch for manual shifting. Also new this year is the spicy Fiesta ST, which has a turbocharged engine, a stiffer suspension, stronger brakes, and a boy-racer body kit.

Vehicle Summary

The Fiesta has been a mainstay at Ford dealers overseas for decades, but it only arrived on American shores for the 2011 model year. It brought high style and a fun driving experience to the subcompact segment along with lofty fuel economy numbers. This year, the Fiesta has been refreshed to keep its design in line with that of other Ford models, and its interior appointments are better than before. Although it's a fine car with adequate interior room for the segment, the Ford Fiesta isn’t as popular as the larger and more expensive Focus, which sells three times as many units each year. However, we think the Fiesta is an excellent choice because it is practical, enjoyable to drive, and stylish.

Overview

Unlike many cars in its class and price range, the Ford Fiesta is satisfying to drive. A taut, European-inspired chassis drives as well as many pricier cars, while contemporary interior and exterior design betrays the Fiesta's low price point. The standard engine is a 120-hp, 1.6-liter four-cylinder. Performance is about on par for the segment, and both the six-speed PowerShift dual-clutch automatic and five-speed manual are good for commuting and day-to-day use. Fuel economy reaches an impressive 39 mpg on the highway with the automatic and 38 mpg with the manual, but paying extra for the Super Fuel Economy package -- which includes special aerodynamic parts and low-rolling-resistance tires -- bumps mileage to 41 mpg.

This y

ar's facelift results in a gaping front grille, sharper creases in the sheetmetal, and considerably improved cabin materials. The dual-clutch automatic transmission has been improved to operate more smoothly in urban driving -- the previous version was prone to rough shifts that caused lurching and hesitating in traffic. An unusual level of available equipment for the class includes automatic climate control, leather seats, push-button start, touchscreen navigation, and a backup camera. The Ford Fiesta is not the roomiest vehicle of its competitive set, with only 12.8 cubic feet of trunk space in the sedan and 14.9 cubic feet in the hatchback, but dropping the rear seats in the hatchback expands cargo space to 26.0 cubic feet. In the Fiesta, the MyFord Touch screen measures just 6.5 inches diagonally, down from 8.0 inches in other Fords. This makes it tricky to accurately press tiny on-screen prompts.

There are two new Fiesta models for 2014, starting with the 197-hp ST, which has an aggressive body kit, a lowered and stiffer suspension, a six-speed manual transmission, and stronger brakes. The Fiesta ST is even more fun and responsive than the larger, more powerful Focus ST. When we drove the Fiesta ST in southern France, it proved to be grippy and nimble on winding roads and had plenty of power. Buyers of the ST also get a free day of driving instruction at Miller Motorsports Park, courtesy of Ford. The other new engine this year is a 1.0-liter turbocharged three-cylinder expected to return more than 41 mpg. It will likely be more expensive than the standard 1.6-liter engine and comes only with a five-speed manual transmission. A brief drive revealed that the engine has enough power for real-world use, even if low-end power is lacking. Clever balancers and sound deadening materials prevent any untoward noise or vibrations from the three-cylinder arrangement.

You'll like:

Great fuel economy

Upscale options

Fun ST model

You won't like:

Cramped back seat

Modest cargo space

Not the cheapest in its segment

Key Competitors

During its 19,000 miles in our (less than cosseting) care, our Four Seasons 2014 Ford Fiesta ST has seen plenty of abuse, from track days to ice racing to rallying. And yet, as I’m inching up to the starting line at the Detroit SCCA’s opening autocross event of the season, I’m not worried.

Recalls

Ford Motor Company (Ford) is recalling certain model year 2014 Ford Fiesta vehicles manufactured October 25, 2013, to February 27, 2014. Due to a manufacturing error, the fuel tank may leak.

Consequences

A fuel leak in the presence of an ignition source increases the risk of a fire.

Remedy

Ford has notified the affected owners. Dealers will replace the fuel tank, free of charge. The recall began on July 14, 2014. Owners may contact Ford customer service at 1-800-392-3673. Ford's number for this recall is 14S12.

Potential Units Affected

175

Notes

Ford Motor Company

Recall Date

12-31-1969:21:35:50

Component

FUEL SYSTEM, GASOLINE:DELIVERY:FUEL PUMP

Summary

Ford Motor Company (Ford) notified the agency on January 8, 2015, that they are recalling certain model year 2014 Ford Escape vehicles manufactured April 15, 2014, to May 8, 2014, and 2015 Lincoln MKC vehicles manufactured April 21, 2014, to May 15, 2014. On April 30, 2015, Ford expanded the recall to cover an additional 45,505 vehicles, including certain model year 2014-2015 Ford Transit Connect vehicles manufactured November 11, 2013, to August 29, 2014, 2014-2015 Ford Fiesta vehicles manufactured April 10, 2014, to June 17, 2014 and 2014 Ford Edge vehicles manufactured April 30, 2014, to May 21, 2014. Improper nickel plating of components within the fuel pump may result in the fuel pump failing.

Consequences

If the fuel pump fails, the vehicle may stall without warning, increasing the risk of a crash.

Remedy

Ford will notify owners, and dealers will replace the fuel pump, free of charge. The recall began on February 27, 2015. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 14S30.

Potential Units Affected

54,543

Notes

Ford Motor Company

Recall Date

12-31-1969:21:35:50

Component

LATCHES/LOCKS/LINKAGES:DOORS:LATCH

Summary

Ford Motor Company (Ford) notified the agency on April 23, 2015, that they are recalling certain model year 2013-2014 Ford Fusion and Lincoln MKZ vehicles manufactured July 1, 2012, to May 31, 2013, and 2012-2014 Fiesta vehicles manufactured February 1, 2012, to May 31, 2013. On April 30, 2015, Ford expanded the recall to cover an additional 119,567 vehicles, including certain model year 2011 Ford Fiestas manufactured from November 11, 2009, to May 31, 2013 and certain model year 2013 Ford Fusion and Lincoln MKZ vehicles manufactured from February 1, 2012, to June 30, 2012. A component within the door latches may break making the doors difficult to latch and/or leading the driver or a passenger to believe a door is securely closed when, in fact, it is not.

Consequences

A door that is not securely latched could open while the vehicle is in motion, increasing the risk of injury to a vehicle occupant.

Remedy

Ford will notify owners, and dealers will replace all four door latches with an improved part, free of charge. Interim notifications were mailed to owners on June 5, 2015. Owners will receive a second notice when remedy parts are available. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 15S16.